Fire-box of locomotive-boilers



ROSS WINANS, 0F BALTIMORE, MARYLAND.

FIRE-BOX 0F LOCOMOTIVE-BOILERS.

Specification of Letters Patent No. 20,115, dated April 27, 1858.

To all whom it may concern.'

Be it known that I, Ross WINANs, of the city of Baltimore, in the State of Maryland, have invented a certain new and useful Improvement in Locomotive-Engines for Railroads, of which the following is a full, clear, and exact description, reference being had to the drawings, which are hereto annexed, and in which- Figure l represents a side elevation of a locomotive engine, with my improvement applied thereto. Fig. 2 represents an elevation of the hinder end of the same. Fig. 3, a vertical longitudinal section of the fire-box of the same, and of the parts connected therewith. Fig. 4, a side elevation of the tender of such a locomotive. Fig. 5, an end view of the fire-box of the locomotive, with the furnace doors removed, and Figs. 6, 7, 8, 9, and l0, represent detached views, upon a large scale, of the grate-bars; and, of the means by which they are supported and rocked.

My improvement has reference to locomotive engines in which coal is used as a fuel; and particularly to the fire-box, or that portion of the locomotive in which the fuel is burned. The difficulties which obstruct the successful employment of coal as fuel for locomotives arise principally from two causes, viz., the slowness with which it burns, when compared with wood, and the large amount of earthy matter it contains. This earthy matter being melted, in whole or in part, by the excessive heat, forms what is commonly called clinker which clogs the grate bars, obstructs the free passage of air, and,ifpermitted to accumulate,prevents the fuel from burning. Hence, it becomes necessary to provide some means by which this earthy matter can be readily removed, in order that the lire may be maintained and the supply of steam kept up. My improvement is directed to this object; and it consists of means by which the fire can be inspected and got at, through the whole eX- tent of the fire-box, so as to permit the fireman to break up the crusts which form; and, if necessary, to rake the whole fire.

In locomotives hitherto constructed, it has been customary to surround the fire-box, on all four sides, with a water-space which forms part of the boiler, and in which water circulates; and to supply the fuel through a door in one side of this water-space. Moreover, as wood, which has hitherto been, in

this country, the fuel generally employed, leaves, in burning, a comparatively small amount of ashes; and as these ashes do not form clinker, but are carried oif, as fast as they are formed, by the draft, leaving the grate clean and unobstructed, there has been heretofore, no necessity for providing `such ample means for obtaining easy and frequent access to every portion of the interior of the fire-box as my improvement now supplies, for freeing the grate-bars from obstructions while the engine is running, and, hence, it has been customary to make the door of the fire-box of only sufficient dimensions to admit the fuel, and, to locate it at a considerable distance above the gratebars in a convenient position for feeding fuel from a foot-board on a level with the ordinary platform of the tender. With such a construction and arrangement of the fireboX door, coal can not be employed as fuel with advantage; as it is absolutely necessary in order to maintain the fire, that the fireman shall be able to reach conveniently, with a poker, any part of the fire-box to break up the crust which continually forms upon the grate, and, if necessary, draw out the large lumps of clinker through the door. Hence, in constructing locomotives, I inclose the lire-box on three sides only with a waterspace, leaving the fourth side or hinder end open the entire width of the grate-bars, so that the whole interior of the firebox can be inspected and reached through it, down to the level of the grate-bars. I fit large doors to this open end, which doors, being divided into sections, may be opened, in whole or in part, as may be found necessary or convenient for the introduction of fuel, or for observing, raking or cleaning the re.

My improvement is shown, in the accompanying drawings, as applied to a locomotive having eight connected driving wheels. The firesboX L, L, is inclosed at its front end (g) and at its two sides (le, it) by a water-space of the usual construction. At its hinder end there is no water-space, this part of the fire-box being fitted with doors (A A B) which, when open expose the whole upper surface of the grate. The doors are formed in sections; the lower one B, extending the whole breadth of the hre-box, and the upper two each extending half that breadth. Each section is composed of double plates of wrought iron, lined with a ribbed cast-iron plate whose ribs are toward the wrought-iron plates and formchannels through which air is drawn by the draft of the furnace to cool the plates and aid t-he combustion of the gases above the surface of the fuel. When the locomotive is running the fuel is charged through the upper doors alternately, the lower door is opened, when required, to enable the fireman to get at and break up large masses of clinker that may form upon the grate-bars, and to facilitate, otherwise, the removal of obstructions from the bars. Y

Beneath the fire-box is the ash-pan D, which, in this instance, is formed in part, by the prolongation of the water-space of the fire-box beneath the grate, and, in part by an iron pan (E, E), and it is opened at its hinderend so as to permit a free view of the lower side of the grate. The hinder end of the iron pan has a low ledge raised on the bottom, so that the pan forms a tight but shallow receptacle in which water may be o placed to extinguish the cinders, or furnish -vapor to prevent the grate bars from burn- 1ng.

Immediately behind the fire-box is the foot -board K, upon which the fireman stands. In this example it forms parts of the tender, being suspended from the sidepieces A2, thereof, which are prolonged for this purpose. This foot-board is located suiiiciently below the level of the grate to enable the fireman upon it, by stooping, to look under the grate while the engine is running. The low position .of the foot-board likewise enables the reman to rock the grate bars, conveniently, while he is observing, through the fire-doors, the eecthe is producing by the operation.. The grate is composed in this instance, of five sections (G) each comprising two grate-'bars (D2 D2) separated by an intermediate space (L2). rl`hese sections are supported by two grate bearers I-I).

I-am aware that the fire-boxes both of stationary and marine steam-engine boilers, have been constructed with two or more doors to give access to the fire through the lower part of that side at which theyare fed7 these doors being separated by narrow pillars or jambs so that a large part of the side of the fire-box can be opened and closed to give access to the grate and the fuel thereon. Such an arrangement of doors and jambs would however greatly impede the proper manipulation of the rake and poker in the necessarily confined space allotted to the iire- Y man in a locomotive engine, and my improved method of constructing the fire-box with its whole side open is to get rid of these among other impediments, therefor.

What I claim as my invention inlocomotive engines and desire to secure by Letters Patent is,

The construction of the fire-box in such manner that its entire rea-r side can be opened and closed, substantially as herein set forth.

In testimony whereof, I have hereunto subscribed my name.

ROSS WINANS.

In presence of- F. F. IJAMs, P. H. WATSON. 

